1,9 Ltr-TDI-Industrial Engine - Haywood & Sullivan
1,9 ltr-TDI-Industrial EngineTechnical Status: 4/1999
Contents· Combustion process . . . . . . . . . . . . . . . .3· Injectors . . . . . . . . . . . . . . . . . . . . . . . . .4· Needle Lift Sender . . . . . . . . . . . . . . . . .5· Air-mass Flow Meter . . . . . . . . . . . . . . .6· Modulating piston movement sender . .7· Installation position . . . . . . . . . . . . . . . .8· System overview . . . . . . . . . . . . . . . . .10· Fuel regulation . . . . . . . . . . . . . . . . . . .12· Injection commencement control . . . . .17· Exhaust gas recirculation . . . . . . . . . . .22· Charge pressure control . . . . . . . . . . .24· Glow plug system . . . . . . . . . . . . . . . .26· Emission characteristics . . . . . . . . . . . .27· Internal functions in the control unit . .29· Self-diagnosis . . . . . . . . . . . . . . . . . . .30· Performance diagram . . . . . . . . . . . . .31· Specifications . . . . . . . . . . . . . . . . . . . .32Detailed instructions regarding testing, adjustment and repair can be found inthe Workshop Manual "Volkswagen Industrial Engine".2
Combustion processIn the direct injection engine, diesel fuel is injected directly into the main combustionchamber. This results in more efficient combustion and lower consumption.The intake port, pistons and injectors have been designed specifically to optimisethe combustion process with respect to noise emission and running characteristics.Inlet swirl portThe intake port is shaped in such a way that itinduces a swirling movement of the intake airand, as a result, produces greater turbulencein the combustion chamber and piston recess.Piston recessThe shape of the piston recess has been optimised specially for this engine.5-hole injectorThe fuel is injected into the piston recess intwo stages and is ignited by the hot air.The two-stage injection process avoids a sharppressure rise.3
Injector needleTwo-spring injector holderTo minimise the combustion noise level in the diesel engine and keep mechanicalload low, it is necessary for the pressure to rise gently in the combustion chamber.In the case of chamber-type diesel engines, this gentle rise in pressure is achieved,first, by injecting fuel into the pre-chamber or the swirl chamber and, secondly, byusing pintle-type injectors. Also, the fuel should be injected gradually, not all at once.A two-spring injector holder has been developed for the 1.9-ltr. direct injectionengine. This injector holder, a key factor contributing to the engine's "soft" combustion characteristic, allows fuel to be injected in two stages.The injector is designed as a five-hole nozzle.Stroke 1FunctionStroke 1 2Two springs with differentthicknesses are integratedin the injector holder.The springs have beenadapted in such a waythat the injector needle isonly lifted against theforce of the first springwhen injection starts.A small quantity of fuel ispre-injected through thesmall gap which appearsat low pressure.Spring 1Stroke 2Spring 2This pre-injection cycle produces a gentle rise in the combustion pressureand creates the conditions for igniting the main fuel quantity.Injector needleAs the injection pump delivers more fuel than can actually flow throughthe small gap, the pressure in the injector rises. The force of the secondspring is overcome, and the injector needle is lifted further. The maininjection cycle now follows at a higher injection pressure.4
Needle Lift SenderThe injector of the 3rd cylinder is equipped with a needle lift sender (G80) for registering the point of commencement of injection.The sender signals the actual opening time of the injector to the control unit. Thissignal provides the control unit with feedback on whether the point of commencement of fuel injection conforms to the map.Injector holderFunctionNeedle lift sender G80 is asolenoid and is supplied with aconstant current by the controlunit. This produces a magneticfield.SolenoidA pressure pin inside the solenoid forms an extension to theend of the injector needle. Themovement of the injector needle alters the magnetic fieldand causes distortion of theDC voltage applied to the solenoid.The control unit calculates theactual point of commencementof fuel injection from the timedifference between the needlelift pulse and the TDC signalsupplied by the engine speedsender. At the same time, thesystem compares the actualpoint of commencement ofinjection with the setpointstored in the control unit andcorrects any deviations fromthe setpoint.Pressure pinSubstitute functionIf the needle lift sender fails, an emergency running program is started. In this program, the commencement of fuel injection is controlled according to fixed setpointsas defined in a map. The injection quantity reduced in addition.5
Air-mass flow meterThe task of the air-mass flow meter is to measure the fresh air mass supplied to theengine.This fresh air mass is used to calculate the exhaust gas recirculation rate and thepermissible injection quantity.Air-mass flow meterHot filmFunctionA heated surface, the hot film, is regulated to a constant temperature.The intake air cools the hot film as it flows past.The current serves as a measure of the intake air mass necessary to keep the temperature of the hot film constant.Substitute functionIf the air-mass flow meter fails, the control unit defaults a fixed air mass value.This fixed value is calculated such that a reduction in engine performance can onlyoccur in the part-throttle range.Advantages of hot-film air mass metering Air-mass data can be acquired without additional air pressure and temperaturesensors Reduced flow resistance compared to sensor flap air-flow metering It is no longer necessary to burn off the hot wire as in the hot wire air-mass flowmeter.6
Modulating Piston Movement SenderModulating piston movement sender G149 supplies the control unit with informationon the momentary position of the quantity adjuster in the injection pump.The injected fuel quantity is calculated from this information.Sender G149 is a non-contact sensor for measuring the angle of rotation.It is attached to the eccentric shaft of the quantity adjuster.Distributor injection pumpCoil with AC voltageIron coreMovable metal ringFuel temperaturesensor G81Eccentric shaftStationary metal ringSSP 153/09FunctionAn alternating magnetic field is produced in a specially shaped iron core by AC voltage. A metal ring attached to the eccentric shaft moves along the iron core and influences this magnetic field. The change in the magnetic field is evaluated electronically in the control unit and indicates the position of the quantity adjuster.Substitute functionIf the control unit does not receive a signal from the sender for modulating pistonmovement, the engine is turned off for safety reasons.The new non-contact sender offers the following advantages: High wear resistance High interference immunity Low susceptibility to temperature fluctuation7
Air-mass flow meterIntake manifold pressure senderHose connectionEEGR valveExhaust gas recirculationvalve N18Solenoid valve for chargepressure control N75Air-mass flow meter G70Injector withneedle lift sender G80Coolant temperature sender G6Distributor injection pump8
ontrol unit J248Intake manifold temperaturesensor G72Engine speed sender G289
System overviewTo optimise engine performance with respect to torque delivery, consumption andemission in every operating situation, the EDC control unit refers to 25 maps andcharacteristic curves.Sensors supply the control unit with information regarding the vehicle's momentaryoperating state.SensorsNeedle lift sender G80EDC control unit J248Engine speed sender G28Intake manifoldpressure senderAir-mass flow meter G70Coolant temperature sender G62Intake manifold temperature sensor G72Clutch pedal switch F36Brake switch FBrake pedal switch F47Accelerator position sender G79Diagnostic connectorModulating pistonmovement sensor G149Fuel temperature sender G81Note:The self-diagnosismonitors all the components above.Auxiliary signals10
After the information supplied by the sensors has been evaluated, the control unitsends signaIs to the final control elements (actuators). Injection quantity, commencement of injection, charge pressure and exhaust gas recirculation are monitored and regulated in this way.The EDC control unit also assumes the tasks of controlling the glow plug system,the auxiliary heater and the cruise control system.ActuatorsGlow plug warning lampFault warning lamp K29Exhaust gas recirculation valve N18Solenoid valve for charge pressurecontrol N75quantity adjuster N146Fuel cut off valve N109Commencement of injection valve N108Auxiliary signalsSSP 153/1111
Fuel regulationThe 1.9-ltr. TDI engine meters the fuel quantity electronically.The correct quantity is determined in the EDC control unit using the sensor information as detailed below, and a signal is sent to the quantity adjuster N146 in the injection pump. There is no mechanical link between the accelerator pedal and the injection pump.To avoid black exhaust, the injection quantity is limited via a smoke characteristiccurve in order to avoid black smoke.OverviewEDC control unit J248Accelerator position sender G79Quantity adjuster N146Coolant temperature sender G62Air-mass flow meter G70Modulating piston movementsender G149Fuel temperature sender G81Engine speed sender G28Secondary influencing factors12
Main influencing factorsSSP 153/13Pedal position determined by G79A decisive factor for the injection quantity is the accelerator pedal position, i.e. the driver input.The accelerator position sender is a sliding contact potentiometer and includes an idling switch and a kick-downswitch (refer to Function Diagram). From these signals,the control unit calculates the necessary fuel quantityusing additional parameters.Substitute functionIf a fault occurs, the engine runs at a higher idling speedso that the customer can reach the next workshop.The accelerator position sender is then deactivated.SSP 153/14SSP 153/15Fuel temperature as determined by G81 andcoolant temperature determined by G62The control unit calculates the quantity of fuel to be injected. To make a precise calculation, allowance must bemade for the coolant temperature and the density of thediesel fuel. The temperature of the fuel is therefore determined.Substitute function for G81 and G62If one these signals is missing, or both, the coolant andfuel temperatures are calculated with stored substitutevalues.Engine speed as determined by G28The engine speed is one of the main factors which thecontrol unit processes in order to calculate the injectionquantity.SSP 153/16Substitute functionIf the engine speed sender is faulty, an emergency running program is activated. The needle lift sender G80supplies a substitute engine speed signal for this purpose.The injection quantity is reduced, the commencement offuel injection is controlled and the charge pressure controlis switched off during emergency operation.If the substitute engine speed signal of G80 fails as well,the engine is turned off.13
Fuel regulationMain influencing factorsAir mass determined by G70The air-mass flow meter determines the intakeair mass. A smoke map stored in the controlunit limits the injection quantity if the inducedair mass is too low for smoke-free combustion.Substitute functionIf this signal fails, an emergency program isactivated (refer to page 10).Smoke mapSSP 153/17Fuel massThe permissible injection quantity is determinedusing the smoke map stored in the control unit.If the air mass is too low, the injection quantityis limited to the extent that no black smokeoccurs.Air massEngine speedSSP 153/18Modulating piston movement determined by G149To check the quantity adjuster and to calculate thefuel quantity, the control unit requires feedback onthe actual quantity of fuel injected. Sender G149 ispermanently linked to the eccentric shaft of thequantity adjuster. It signals the position of the shaftto the control unit, and thus the exact position of themodulating piston.Substitute functionIf the sender fails, the engine is turned off for safetyreasons.SSP 153/1914
Secondary influencing factors ( as required)Clutch pedal position determined by F36SSP 153/20Engine shudder suppression is a convenience function ofthe quantity control. To suppress engine shudder, thecontrol unit needs to know whether the clutch is engagedor disengaged.When the clutch is engaged, the injection quantity isbriefly reduced.Brake pedal position determined by F and F47SSP 153/21The switch supplies the "brake actuated" signal (redundant system) for safety reasons.This is monitored by the control unit. In addition, the twoswitches use these signals to check the accelerator position sender (plausibility).This prevents the brake being applied at full throttle forexample.Substitute functionIf one of the two switches fails or if the switches are notset identically, the system activates an emergency running program which intervenes in fuel regulation.Note:The two switches must be set in such a way that their shift pointsare identical.A precise adjustment according to the Workshop Manual istherefore necessary.15
Fuel quantity controlFunctionEDC control unitThe EDC control unit processes the incoming information.From this, it calculates the necessary injection quantity andsends control signals to thequantity adjuster.Quantity adjuster N146Quantity adjusterThe quantity adjuster is integrated in the distributor injection pump.The task of the quantityadjuster is to generate the correct injection quantity from thecontrol signals.Eccentric shaftSSP 153/22Modulating pistonThe quantity adjuster is a solenoid, a type of electric motor which adjusts the position of the modulating piston via an eccentric shaft and thus regulates the fuel quantity continuously from zero to max. delivery rate.16
Injection commencement controlThe point of commencement of fuel injection influences various engine characteristics, such as starting response, fuel consumption and finally, exhaust emissions.The task of the injection commencement control is to determine the correct point intime for fuel delivery.The EDC control unit calculates the commencement of injection depending on theinfluencing factors as detailed below, and issues the corresponding output commandto the commencement of injection valve N108 in the injection pump.OverviewEDC control unit J248Engine speed sender G28Coolant temperature sender G62Needle lift sender G80Commencement of injection valve N108Calculated fuel massSSP 153/2317
Injection commencement controlInfluencing factorsCommencement of injection mapA commencement of injection map is stored in the control unit. It essentially makesallowance for the engine speed and the fuel quantity to be injected. As a correctingparameter, the coolant temperature also has a bearing on the commencement ofinjection.The map was determined empirically and represents an optimal compromisebetween good running characteristics and emission behaviour.Commencement of injectionFuel massEngine speedSSP 153/24Calculated fuel massThe point of commencement of injection must be brought forward with increasinginjection quantity and engine speed because the injection cycle takes longer.The fuel mass to be injected was calculated by the control unit (refer to chapter"Fuel regulation").This theoretical value is used in the commencement of injection map.18
TDC signal and engine speed determined by G28The engine speed sender, in co-operation with the senderwheel on the crankshaft, supplies a TDC signal to the controlunit for each cylinder.Substitute functionIf engine speed sender G28 is defective, the system activatesan emergency running program for which needle lift senderG80 supplies a substitute engine speed signal.In emergency running mode, commencement of fuel injectionis controlled in an open loop only (as opposed to a closed control loop), injection quantity is reduced and the charge pressure control isswitched off.If the substitute engine speed signal also fails, the engine is turned off.Coolant temperature as determined by G62To compensate for the longer firing delay when the engine iscold, the injection cycle must be advanced.The temperature signal corrects the map accordingly.Substitute functionIf the temperature sender fails, a fixed coolant temperature isdefaulted.SSP 153/15Point of commencement of injection determined by G80From the signal supplied by the needle lift sender, the controlunit recognises the actual point of commencement of fuelinjection and compares this with the setpoint as defined in thecommencement of injection map.If deviations from the setpoint occur, the point of commencement of injection is corrected via valve N108.SSP 153/25Substitute functionIf the signal is missing, no feedback is provided regarding the commencement of injection. The system activates an emergency running program inwhich the commencement of injection is only just controlled. The injectionquantity is limited at the same time.19
Injection commencement controlInjection timing device (schematic diagram)To provide a better overview, the commencement of injection valve N108 is shownhere rotated through 90 . The diagram shows the point of commencement of fuelinjection adjusted towards "advance".The mechanical injection timing device in the distributor injection pump operatesusing the speed-dependent fuel pressure inside the pump.The injection timing devicesworks by selectively adjusting thepressure acting on the nonspring-loaded side ofthe injection timingpiston.The pressure isFuel pressureadvanceadjusted byinside the pumpmeans ofBoltPressure rollerCommencementof injectionvalve 108retardTo suction side ofrotary vane pumpSpringInjection timing pistonSSP 153/26defined pulseduty factorswhich are used to control commencement of injection valve N108, i.e. an exact pointof commencement of fuel injection is assigned to each pulse duty factor.In this way it is possible to continuously regulate the point of commencement of fuelinjection between max. advance and max. retard.20
EDC control unitFrom the incoming values, the EDC controlunit calculates the setpoint for injection commencement and sends a corresponding pulseduty factor to commencement of injection valveN108.Lifting platePressure rollerInjection timing pistonCommencement ofCommencement ofinjection valve N108injection valve N108The valve converts the pulseduty factor into a change incontrol pressure which acts onthe non-spring-loaded side ofthe injection timing piston.Substitute function for N108If the valve fails, the point of commencement of injection is no longer regulated. Instead itis permanently defaulted.21
Exhaust gas recirculationThe exhaust gas recirculation (EGR) system is designed to reduce pollutant emissions in the exhaust gas.The direct injection process uses higher combustion temperatures than the chamberprocess. The formation of nitrogen oxides (NOx) increases with higher temperatures, provided that sufficient excess air is available.The EGR valve adds a fraction of the exhaust gases to the fresh air supplied to theengine.This reduces the oxygen content in the combustion chamber and slows down NOxformation.The exhaust gas recirculation rates are, however, limited by a rise in hydrocarbon(HC), carbon dioxide (CO) and particle emissions.Regulation of exhaust gas recirculation (schematic diagram)EDC control unitAir-mass flow meter G70AtmosphericpressureCharge air coolerEGR valveVacuum supplyExhaust gas recirculation valve N18SSP 153/27VacuumAtmospheric pressureIntake manifold pressureExhaust gasControl pressureElectrical signals22
Fuel regulationFunctionEGR mapAir massAn EGR map is stored in the control unit. Itcontains the necessary air mass for everyoperating point of the engine; this is dependenton engine speed, injection quantity and enginetemperature.Fuel massEngine speedSSP 153/28The control unit recognises from
The 1.9-ltr. TDI engine meters the fuel quantity electronically. The correct quantity is determined in the EDC control unit using the sensor informa-tion as detailed below, and a signal is sent to the quantity adjuster N146 in the injec-tion pump. There is no mechanical link between the accelerator pedal and the injec-tion pump.
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TDI by BASF is an 80:20 mixture of the 2,4- and 2,6-TDI isomers assaying 99.5% TDI minimum, as shown in Figure 3. TDI is produced in several grades that diff
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